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Systematic methodology for generation and design of hybrid vehicle
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SYSTEMATIC METHODOLOGY
FOR GENERATION AND DESIGN OF
HYBRID VEHICLE POWERTRAINS
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*URXSH36$DQGZDVKRVWHGRIWKHWLPHLQ,)677$51.1.1The transport sector in motion 18
1.1.2The energy and environment preoccupations 18
1.2.1Vehicle powertrains: Conventional vs Hybrid vs Electric 27
1.2.2.Different levels of hybridization 29
1.2.3.Different architectures 31
1.2.4.Introduction to the design problem of (P)HEV 35
2.1.1The industrial need 38
2.1.2The system design problem in its optimization context and its spread on multiple levels 40
2.2.1. Methods used for the control optimization 43
2.2.2. Methods used for the design optimization 47
2.2.3.Coordination approaches between the two levels: sequential, alternating, nested, simultaneous 49
2.2.4. Exploration of the architecture level: enumeration, automatic generation, filtering 51
3.1.1. Representations found in the literature 58
3.1.2. The proposed representation 60
3.1.3. The 'synchro' unit in details 61
3.1.4. Gears placement in the representation 63
3.2.1. Problem variables and their domain 67
3.2.2. Problem constraints 69
3.2.3. Problem implementation 73
3.3.1. Problem solving 74
3.3.2. Generated graphs 76
3.4.1. 0ABC Table 77
3.4.2. State graphs 79
3.4.3. Modes Table 81
3.4.4. Modes Table + 82
4.2.1.Powertrain modelling 94
4.2.2.General model for all the generated architectures 97
4.3.1Upper level components technology & sizing optimization 105
4.3.2Lower level control optimization 109
5.5.1.Redundancy filtering 120
5.5.2.Modes filtering 121
5.5.3.Filtering based on the number of paths from a component to the wheels 123
5.7.1.Two added architectures 130
5.7.2.Choice of components 132
5.7.3.Performance values 135
5.7.4.DP parameters 135
5.7.5.NSGA parameters 136
Abstract
1.1.1The transport sector in motion
1.1.2The energy and environment preoccupations
1.2.1Vehicle powertrains: Conventional vs Hybrid vs Electric
1.2.2.Different levels of hybridization
1.2.3.Different architectures
1.2.4.Introduction to the design problem of (P)HEV
Conclusion
1.1 CONTEXT
a) The actual situation 7KH&2 &2 WKH&2Figure 1: CO
2 emissions, data from IEA International Energy Agency 2018
Figure 2: Sectoral disaggregation of 2017 global CO2 emissions, data from IEA International
Energy Agency 2018
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Figure 4: CAFE standards for CO2 emissions
Figure 5: Evolution of the pollutants limits for diesel vehicles in g/km, PM in mg/kmDOUHDG\LQSODFHLQ(XURSHDUHVKRZLQ)LJXUH
Figure 6: LEZ, ADEME 2017
Figure 7: Grenoble-Alpes metropole action plan
Table 1: Example of countries bans
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a) The evolution in the strategies and the technology choices of the automobile manufacturers Table 2: Manufacturers electrification and hybridization plans %(9PRGHOVWREHOXQFKHGIURPWR3+(9PRGHOVWREHOXQFKHGIURPWR
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b) The evolution in hybrids and electrics market sharesFigure 8: BEV and PHEV deployment
Figure 9: BCG forecasts in January 2020,
Volume(millions) is the yearly production volume in the world; Electrification = xEV = BEV + PHEV + HEV + MHEV ; TCO = total cost of ownership including purchase price (battery price included), maintenance cost and fuel/electricity cost 1.2 HYBRIDIZATION AND ELECTRIFICATION
Figure 10: Comparison between conventional, electric and hybrid powertrainsFigure 11: Different levels of hybridization
Figure 12: The different existing hybrid architecturesFigure 13: Series architecture
Figure 14: Mechanical connection in the different parallel architecturesFigure 15: THS power-split architecture
Figure 16: A simple series-parallel architecture
Figure 17: The design problem of (P)HEV that engineers need to solveAbstract
2.1.1The industrial need
2.1.2The system design problem in its optimization context and its spread on multiple levels
2.2.1. Methods used for the control optimization
2.2.2. Methods used for the design optimization
2.2.3.Coordination approaches between the two levels: sequential, alternating, nested, simultaneous
2.2.4. Exploration of the architecture level: enumeration, automatic generation, filtering
Conclusion
2.1. (P)HEV DESIGN PROBLEM
Figure 18: The V cycle for vehicle design projectsFigure 19: (P)HEV design problem
Figure 20: (P)HEV powertrain design space
o o o o o o value value value o o 2.2.STATE OF THE ART
Figure 21: Traditionally
Figure 22: Methods used for the control optimizationFigure 23: The main existing EMS
If wheel demand power (t) > threshold value f(SOC),Engine_state (t) = ON and P_engine (t) = value;
Else,Engine_state(t) = OFF;
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W WDW K Figure 24: Methods used for the design optimization Figure 25: Categorization of the design optimization methods ^YW K W^K /Zd Figure 26: Coordination approaches between the levels Table 3: Examples of optimization methodology on level (2) and (3) FACE* : Fully-Analytic energy Consumption Estimation (6 &RQWURO'3303 *5$% (&2 '33($56 &RRUGLQDWLRQ 2.3.OVERVIEW OF THE PROPOSED METHODOLOGY
what we havewhat we want' what we have' what we want'Figure 27: The proposed methodology
Figure 28: The covered area of the design space before and after the PhDAbstract
3.1.1. Representations found in the literature
3.1.2. The proposed representation
3.1.3. The 'synchro' unit in details
3.1.4. Gears placement in the representation
3.2.1. Problem variables and their domain
3.2.2. Problem constraints
3.2.3. Problem implementation
3.3.1. Problem solving
3.3.2. Generated graphs
3.4.1. 0ABC Table
3.4.2. State graphs
3.4.3. Modes Table
3.4.4. Modes Table +
Conclusion
3.1. GRAPHICAL REPRESENTATION FOR HYBRID ARCHITECTURES
Table 4: Library of nodes used in
Figure 29: The graph of a 5-speed manual gearbox powertrain with the representation in Figure 30: The graph of a 5-speed manual gearbox powertrain with the representation in , missing the clutch.Figure 31: The proposed representation
Figure 32: Comparison between the proposed and other representationsFigure 33: 5-speed gearbox example
Figure 34: The 'synchro' unit
Figure 35: Synchronizer 1 shaft and 2 shafts casesFigure 36: The 3 positions of the synchronizer
Figure 37: Gears are attributes not shown in the representation, the green arrow show where a gear attribute is presentFigure 38: Library of components in
3.2. CONSTRAINT SATISFACTION PROBLEM
Figure 39: Adjacency matrix of the powertrain including all the defined components3UREOHPFRQVWUDLQWV
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Figure 40: The adjacency matrix after the addition of C000 o Figure 41: The adjacency matrix after the addition of C001a o Figure 42: The adjacency matrix after the addition of C001b o Figure 43: The adjacency matrix after the addition of C001c Figure 44: Minimum and maximum number of connections per nodeFigure 45: Summary of the problem constraints
3.3.AUTOMATIC GENERATION OF THE ARCHITECTURES
Figure 46: Techniques to solve CSP
Figure 47: Comparison between Branch and Bound (BB) and Constraint Programming (CP) Figure 48: Example on the resolution of the problem, case Eolab1 components Figure 49: Example of generated graphs, case Eolab1 components 3.4.AUTOMATIC FILTERING AND ANALYSIS
Figure 50: Example on the redundancy
Figure 51: Maximum length of a 1-stage connection
Figure 52: 0ABC table of the 4 graphs shown in Figure 50EHWZHHQWKHRWKHUSRZHUWUDLQFRPSRQHQWV
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Figure 53: State Graphs generation and modes detection Figure 54: Modes table for the parent graph in Figure 53Figure 55: Attributes assignment for the nodes
Figure 56: The used convention for ratio direction Figure 57: Example of state graphs with the added information to be used in Modes Table + Figure 58: Modes Table + describing the efficiency and ratio of the power flows in each mode Figure 59: Details of the information found in Modes Table + Figure 60: Overview of the works done in the architecture levelAbstract
4.2.1.Powertrain modelling
4.2.2.General model for all the generated architectures
4.3.1Upper level components technology & sizing optimization
4.3.2Lower level control optimization
Conclusion
4.1. INTRODUCTION
Figure 61: The models needed
4.2. A
SSESSMENT OF THE POWERTRAINS
Figure 62: Modelling approach used to calculate the fuel consumption1) Driving cycle
2) Powertrain architecture
3) Powertrain components
4) Energy Management Strategy EMS
1) Literature works
Figure 63: Automatic modelling of a graph, methodology found in Figure 64: The generic transmission model and parameters determination in2) Proposed method
Figure 65: Example on how the modes models are called inside the general hybrid model, performance function
Figure 66: The developed General Hybrid Model in this PhDFigure 67: Examples on the mode models
Figure 68: Connection between the automatic generation of architectures and the general model3) Difference with the commonly used models
4) Validation of the general hybrid model
Figure 69: Example on the validation of the general hybrid model, case of SPHEV1 architecture4.3. BI-LEVEL OPTIMIZATION OF THE POWERTRAINS
Figure 70: Optimization process and function calling from the General Hybrid Model value value value o o3&RVWLQGH[LVHTXDOWRWKHVXPPDWLRQRI
o oTable 5: Modes specific control variables
Figure 71: The calculation of DP inside the general hybrid modelAbstract
5.5.1.Redundancy filtering
5.5.2.Modes filtering
5.5.3.Filtering based on the number of paths from a component to the wheels
5.7.1.Two added architectures
5.7.2.Choice of components
5.7.3.Performance values
5.7.4.DP parameters
5.7.5.NSGA parameters
Conclusion
5.1. THE INTEREST IN SPHEV ARCHITECTURES
Figure 72: THS power-split architecture
Figure 73: SPHEV 1 architecture
5.2. O
BJECTIVES
Figure 74: The three proposed SPHEV architectures in5.3. STARTING COMPONENTS
Figure 75: Starting components
5.4. THE AUTOMATICALLY GENERATED ARCHITECTURES
Figure 76: Number of generated graphs
Figure 77: Four examples of generated graphs
Figure 78: An example graph
Figure 79: The corresponding 0ABC Table for the graph in Figure 78 Figure 80: The corresponding Modes Table for the graph in Figure 78 Figure 81: The corresponding Modes Table + for the graph in Figure 785.5. T
HE AUTOMATIC FILTERING
Figure 82: Example of a dismissed architecture
Figure 83: Example of architecture that passes the modes filtering Figure 84: Example of architectures with 1 path from the ICE to the wheels5.6. M
OST PROMISING ARCHITECTURES
Figure 85: Architecture 1
Figure 86: Architecture 2
Figure 87: Architecture 3
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